US20130299539A1 - Device For Mounting Attachment Externally Supporting Against Body Outer Panel Of Vehicle Body On Body Structure - Google Patents
Device For Mounting Attachment Externally Supporting Against Body Outer Panel Of Vehicle Body On Body Structure Download PDFInfo
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- US20130299539A1 US20130299539A1 US13/468,673 US201213468673A US2013299539A1 US 20130299539 A1 US20130299539 A1 US 20130299539A1 US 201213468673 A US201213468673 A US 201213468673A US 2013299539 A1 US2013299539 A1 US 2013299539A1
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- Prior art keywords
- bolt
- roof
- vehicle
- bore
- hole
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R9/00—Supplementary fittings on vehicle exterior for carrying loads, e.g. luggage, sports gear or the like
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R9/00—Supplementary fittings on vehicle exterior for carrying loads, e.g. luggage, sports gear or the like
- B60R9/04—Carriers associated with vehicle roof
Definitions
- the invention relates to vehicle article carriers, and more particularly to an add-on component, such as a roof rail of a vehicle article carrier assembly, having a fastener assembly for fastening the support rail to an automotive body outer skin of a vehicle roof, and where the fastener assembly has a construction enabling it to accommodate tolerances in the structure making up the vehicle roof.
- an add-on component such as a roof rail of a vehicle article carrier assembly, having a fastener assembly for fastening the support rail to an automotive body outer skin of a vehicle roof, and where the fastener assembly has a construction enabling it to accommodate tolerances in the structure making up the vehicle roof.
- roof rail sometimes referred to as a “profile”, which will be required to support the loads associated with articles being transported on the roof rail.
- add-on parts as roof rails are preferably mounted in areas of the roof structure where underlying reinforcing body structures such as frames, roof flanges or bars are located.
- the roof rails are supported on the outer body sheet metal on the outside but are anchored on the rigid body structure situated beneath it.
- the roof rail may be provided with a retaining foot, which can be passed through a mounting opening in the outer skin of the roof and is then attached to the body structure from the inside of the vehicle with the help of clamping means.
- a bolt having a screw can be used to act on a spreading sleeve in the retaining foot, and thus this arrangement may be used to compensate for the spacing tolerances between the outer skin and the underlying body structure.
- the add-on part e.g., roof rail
- the add-on part is supported on the automotive body outer skin without prestress due to its construction unless the add-on part is acted upon by a prestressing force during the tightening of the screw connection from above, i.e., manually.
- this makes the assembly process more difficult because at the same time a pressure must be exerted from the outside onto the add-on part while the screw connection must be tightened from the inside. Therefore, two people must work together in practice to accomplish this assembly, one person applying a force to a portion of the add-on part from the outside while a person on the inside of the vehicle tightens the screw that clamps the add-on part to the vehicle roof.
- the fastening arrangement according to EP 1 705 066 B1 is designed so that it can be mounted by one person alone while achieving a prestress of the add-on part against the vehicle body outer sheet metal.
- the end of the bolt on the outer end of the body end is designed as an enlarged retaining head which stretches a spring element between itself and the retaining foot.
- the spring element is compressed, with the result being a prestressing force of the add-on part on the outer skin of the vehicle.
- the prestress is an advantage, but the size of the stress depends to a great extent on the distance between the outer skin of the vehicle body and the body structure arranged between it.
- one important consideration, which the present invention meets, is therefore to permit prestressing of the add-on part (roof rail) against the outside surface of the vehicle roof independently of the dimensional tolerances in the roof structure, while also permitting simple and convenient assembly operation to be carried out by a single individual.
- the present disclosure relates to a vehicle article carrier system.
- the vehicle article carrier system may comprise a roof rail adapted to be fastened to an outer body surface of a vehicle roof, wherein the outer body surface has an outer layer and an additional structural layer disposed elevationally below the outer layer.
- the roof rail may include a fastening assembly.
- the fastening assembly may include a bolt and a subassembly for cooperating with the bolt.
- the subassembly may include an element frictionally engaged with the bolt and able to move frictionally along a length of the bolt during a first predetermined degree of rotational movement of the bolt. This permits a degree of spacing between the outer layer and the additional structural layer to be taken up before the fastening assembly effects a clamping action.
- a component may be included which is adapted to move linearly along the bolt toward the additional structural layer during the first predetermined degree of rotational movement of the bolt, and also during a subsequent second predetermined degree of rotational movement of the bolt.
- the bolt causes the component to be brought into contact with the additional structural layer to assist in generating the clamping action which clamps the roof rail to the vehicle roof.
- the present disclosure relates to a vehicle article carrier system.
- the system may comprise a roof rail adapted to be fastened to an outer body surface of a vehicle roof.
- the automotive body surface may have a recessed automotive body structure formed therein.
- the roof rail may include a retaining foot shaped to project into the recessed automotive body structure.
- the retaining foot may include a cavity in communication with a bore.
- a fastening assembly may be included which has a bolt that is dimensioned to project through the bore and through a hole in a wall portion of the recessed automotive body structure.
- the bolt and the retaining foot may include first cooperating structure to prevent the bolt from turning within the bore while still allowing the bolt to be moved axially within the bore.
- a spreader sleeve may be included and, configured to fit over a portion of the bolt.
- the bolt and the spreader sleeve may include second cooperative structure to cause the spreader sleeve to be expanded into frictional engagement within the cavity as the bolt is moved axially through the bore and the hole.
- a fastening element may be adapted to engage a first end of the bolt that causes axial movement of the bolt through the hole as, the fastening element is turned.
- a resistive element may be included which is adapted to frictionally engage with a second end of the bolt as the bolt is moved axially through the hole. The frictional engagement provides a generally constant resistive force as the bolt is axially moved through the hole and causes tightening of the roof rail against the outer body surface of the vehicle. The constant force remains constant regardless of spacing variations between the outer body surface and the wall portion of the recessed automotive body structure.
- the present disclosure relates to a vehicle article carrier system adapted to support articles above an outer body surface of a vehicle, wherein the outer body surface has at least one recessed automotive body structure formed therein.
- the system may include a pair of elongated roof rails adapted to be positioned adjacent the outer body surface of the vehicle, with at least one of the roof rails adapted to be positioned over the recessed automotive body structure when secured to the outer body surface.
- One of the roof rails may include a retaining foot shaped to project into the recessed automotive body structure.
- the retaining foot may include a cavity in communication with a bore.
- a fastening assembly may be provided which has a bolt, and the bolt may be dimensioned to project through the bore, through the cavity and through a hole in a wall portion of the recessed automotive body structure.
- the bolt and the retaining foot may include structure to prevent the bolt from turning within the bore while still allowing the bolt to be moved axially within the bore.
- a fastening element adapted to engage a first end of the bolt is used that causes axial movement of the bolt through the hole as the fastening element is turned.
- a washer having a hole is also incorporated, where the hole in the washer may be dimensioned such that the washer forms a resistive element when slid over a second end of the bolt, and such that the washer frictionally engages with the second end of the bolt as the bolt is moved axially through the hole.
- the frictional engagement provides a generally constant resistive force as the bolt is axially moved through the hole and causes tightening of the support rail against the outer body surface of the vehicle.
- the constant resistive force remains constant regardless of spacing variations between the outer body surface and the wall portion of the recessed automotive body structure.
- the present disclosure relates to a vehicle article carrier system.
- the system may comprise a pair of roof rails adapted to be secured to an outer body surface of a vehicle roof, wherein the outer body surface has at least one recessed automotive body structure formed therein, with one of the roof rails adapted to be secured over the recessed automotive body structure.
- a plurality of fastening assemblies may be included along the length of the one roof rail.
- Each fastening assembly may include a retaining foot associated with the one of the roof rails which is shaped to project into the recessed automotive body structure.
- the retaining foot may include a cavity in communication with a bore.
- a bolt dimensioned to project through the bore and through a hole in a wall portion of the recessed automotive body structure may be included.
- the bolt and the retaining foot may include first cooperating structure to prevent the bolt from turning within the bore while still allowing the bolt to be moved axially within the bore.
- a spreader sleeve is may be included which is configured to fit over a portion of the bolt.
- the bolt and the spreader sleeve may include second cooperative structure to cause the spreader sleeve to be expanded into frictional engagement with the cavity as the bolt is moved axially through the bore and the hole.
- a fastening element may be included which is adapted to engage a first end of the bolt that causes axial movement of the bolt through the hole as the fastening element is turned.
- a resistive element may be included which is adapted to frictionally engage with a second end of the bolt as the bolt is moved axially through the hole.
- the frictional engagement may provide a generally constant resistive force as the bolt is axially moved through the hole and causes tightening of the roof rail against the outer body surface of the vehicle.
- the constant force remains constant regardless of spacing variations between the outer body surface and the wall portion of the recessed automotive body structure.
- the roof rail and its fastener assembly enables a single individual to tighten and secure the roof rail to the outer body surface of the vehicle by only tightening the fastening element.
- FIG. 1 shows a perspective view of a vehicle roof of a passenger vehicle with two add-on parts attached thereto, each in the form of a roof railing;
- FIG. 2 a shows a section through the vehicle body in the area of the add-on part including a device for fastening the add-on part, such that the objects are shown after preassembly but before the final fastening;
- FIG. 2 b shows a section according to FIG. 2 a after the end of assembly
- FIG. 3 shows a second embodiment of the fastening device
- FIG. 4 shows a third embodiment of the fastening device
- FIG. 5 shows a fastener assembly “FA 1 ” in accordance with another embodiment of the present disclosure, wherein the embodiment FA 1 is illustrated in cross section relative to the outer body vehicle body surface;
- FIG. 6 shows the fastener assembly FA 1 in an intermediate stage of assembly after screwing a nut on a bolt of the assembly FA 1 ;
- FIG. 7 shows the fastener assembly FA 1 in a final stage of assembly secured to the vehicle roof
- FIGS. 8-13 show a fastener assembly FA 2 in accordance with another embodiment of the present disclosure, wherein the fastener assembly FA 2 allows a degree of axial misalignment between the holes in the metallic outer layer and the underlying rigid body structure of the roof structure that the profile is attached to.
- FIG. 1 shows the vehicle roof of a passenger vehicle with two roof rails (also known as profiles or support rails) positioned on a metal outer surface of a vehicle roof, with each running in the longitudinal direction of the vehicle.
- the roof rails 2 are supported on the outer sheet metal 1 of the vehicle roof on supporting feet typically at two or three locations and run at a certain distance from the outer sheet metal outside of these supporting feet.
- the roof rails 2 are each positioned on a gasket which is sandwiched between the underside of its associated roof rail 2 and the outer sheet metal 1 of the vehicle body.
- the roof rails may be provided with undercuts or indentations in which the restraining elements of the respective carrier system engage in a form-fitting or frictionally engaged manner.
- FIG. 2 a and FIG. 2 b show a portion of the roof rail 2 in a section across the longitudinal direction of the vehicle.
- Several of the fastening assemblies FA of the present disclosure described herein are preferably provided over the entire length of the roof rail 2 for fastening to the automotive body roof structure. This positions the roof rail in a defined relationship to the exterior sheet metal 1 of the automotive body over its entire length.
- a flat gasket 11 preferably made of a flexible material, i.e., a material which will compress under pressure, is arranged between the base 12 of the roof rail 2 and the exterior side 6 of the exterior sheet metal 1 of the automotive body.
- the automotive body structure 3 is often a welded section with a suitably high strength.
- the distance A between the exterior sheet metal 1 and the automotive body structure 3 is generally not exactly the same from one vehicle to the next due to manufacturing tolerances and variations, but instead is subject to certain fluctuations. Tolerance compensation is therefore necessary in anchoring the roof rail 2 on the automotive body structure 3 .
- the arrangement described below is capable of such a tolerance equalization in a manner that is simple and convenient from the standpoint of assembly technology.
- the fastening system “FA” shown in FIG. 2 a makes use of a depending retaining foot 5 which in this example is an integrally formed portion of the roof rail 2 .
- the fastening system FA after preliminary positioning, and in FIG. 2 b after the end of assembly work, is comprised of a clamping element 7 designed as a spreading sleeve, a bolt 8 and a nut 14 , which can be screwed on to the bolt 8 , optionally with a washer 14 a .
- the retaining foot 5 is an integral part of the roof rail 2 .
- the retaining foot 5 may also be designed as a separate component which is first attached to a portion of the roof rail 2 in a suitable manner, e.g., by a screw connection of the retaining foot 5 with the roof rail 2 which is designed in the manner of a section.
- several of the fastening systems FA described herein, preferably three to five such spaced apart fastening systems FA, may be provided on the roof rail 2 over its total length.
- the retaining foot 5 of the roof rail 2 protrudes through an opening 13 present in the automotive body outer skin 1 .
- An opening 13 a in the vehicle body structure 3 is coaxial with this opening 13 , i.e., aligned with it.
- a cavity 28 which is designed in part as a borehole and in part as an internal rectangle, is situated in the preferably cylindrical retaining foot 5 .
- the cavity 28 of the vehicle body structure 3 facing the latter, may be designed as a cylindrical borehole 29 .
- the cavity 28 including its square section 28 a and the borehole 29 are aligned with one another and here jointly form a continuous opening through which the retaining foot 5 is designed with a bushing shape on the whole.
- the diameter of the cylindrical borehole 29 is larger than the transverse measure in the area of the square section 28 a , thus forming a step 30 at the transition from the borehole 29 to the square section 28 a.
- the clamping element 7 which is designed as a spreading sleeve, is inserted into the borehole 29 .
- the elongated bolt 8 passes through the clamping element 7 .
- the bolt reaches through the opening 13 a in the vehicle body structure 3 at its end facing away from the add-on part 2 .
- the bolt 8 is provided with a thread 33 onto which a threaded nut 14 can be screwed.
- the bolt 8 which serves as a tension element, is arranged in the retaining foot 5 to be axially movable but not twisted. To this end the bolt 8 is provided with a corresponding square 8 a on its longitudinal section passing through the square section 28 a , so that the bolt 8 is secured against rotation in the cavity 28 of the retaining foot 5 but is still movable in the longitudinal direction.
- differently designed twist-proofing may also be implemented, for example, a triangular or hexagonal shape or a polygon.
- the spreading sleeve 7 has a bushing or sleeve-shaped longitudinal section as well as, outside of the retaining foot 5 , a flange 35 which enlarges radially.
- the spreading sleeve 7 includes a plurality of individual spreading segments separated by longitudinal slots.
- the outside of the bolt 8 and the inside wall of the spreading sleeve 7 may both have mutually corresponding conical surfaces.
- FIG. 2 a shows an intermediate stage of assembly, in which the modular unit consisting of the roof rail 2 with the peg-shaped, depending retaining foot 5 designed thereon, the spreading sleeve 7 and the bolt 8 have been pushed from the exterior of the vehicle through the opening 13 in the outer skin 1 until the add-on part 2 is resting against the outside 6 of the automotive body outer skin 1 with the gasket 11 in between.
- the spreading sleeve 7 still sits loosely in the borehole 29 .
- the threaded nut 14 is placed on the thread 33 of the bolt, optionally with the washer 14 a , and then tightened in place. Due to this tightening, first the bolt 8 and the spreading sleeve 7 are moved jointly toward the interior of the vehicle until the clearance which still remains between the bottom of the flange 35 and the outside of the vehicle body structure 3 approaches zero.
- a two-sided adhesive tape 40 may be provided between the end face of the peg-shaped section of the retaining foot 5 and the top side of the flange 35 . This may serve as a securing mechanism to prevent the clamping element 7 from falling out during preassembly, i.e., while passing the drill unit through the opening 13 in the outer skin.
- the adhesive tape 40 is loosened and is then no longer needed.
- the bolt 8 has a smooth longitudinal section L with a constant cross section as seen over the length.
- the longitudinal section L preferably has a cylindrical cross section but may also have a polygonal cross section such as the adjacent rectangle 8 a .
- the lateral surface 51 of the longitudinal section L should be smooth and at any rate should not have any excessively great unevenness.
- the importance of the resistance element 50 can be seen in FIG. 2 b . Tightening the threaded knot 14 causes a tension Z to act on the bolt 8 . At the same time, at the underside of the resistance element 50 , it is in contact with a surface 55 facing toward the outside of the vehicle in the area of the retaining foot 5 . Any additional tension Z then causes an axial displacement of the resistance element 50 along the longitudinal section L. However, this displacement occurs against the definite frictional resistance between the resistance element 50 and the bolt 8 , resulting in a prestress force F on the add-on part 2 , causing a pressure, which is not great pressure but is constant, of the roof rail 2 against the outer skin 1 . Under this pressure, the elastic gasket may be slightly compressed.
- the pressure is independent of the individual mounting situation and in particular is independent of the respective specific distance “A” between the outer skin 1 and the vehicle body structure 3 .
- the distance A turns out smaller in one case and larger in another case due to fluctuations in the production technology (i.e., manufacturing tolerances)
- the pressure of the add-on part 2 on the outer skin 1 is always the same.
- the surrounding longitudinal section of the borehole 29 has a constant cross section, so that any relative axial movement between the bolt 8 and the borehole 29 in the retaining foot 5 is associated with a defined frictional resistance, which is in turn not dependent on the distance. It is additionally advantageous if the ring-shaped resistance element 50 forms a ring gasket between the bolt 8 and the borehole 29 at the same time and thus prevents moisture and dirt from passing through.
- the third exemplary embodiment according to FIG. 4 represents a combination of the two preceding embodiments.
- the ring 50 A sitting in a circumferential groove in the bolt 8 serves here primarily as a sealing function, but at the same time may also partially assume the function of a frictional resistance element.
- a resistance element 50 B is arranged on the outer longitudinal section of the bolt 8 and is supported against the surface 55 pointing toward the outside of the vehicle and sits on the longitudinal section L of the bolt 8 under a defined friction.
- Another ring gasket 56 is situated at the bottom of a recess on the spreading sleeve 7 , thereby sealing the bolt 8 with respect to the spreading sleeve 7 .
- the fastener assembly FA 1 is designed as a portion of a roof rail 102 which is designed to be mounted externally on a vehicle body roof structure “R”.
- roof rails 102 are sometimes called “profiles” or “support rails” and are supported on an outer sheet metal layer 100 of a vehicle roof.
- the profile may also be viewed, more broadly, simply as an “add on” component.
- a seal 111 is located on an outer sheet metal layer 100 of the vehicle roof structure “R”, and underneath the roof rail 102 so as to be sandwiched between the roof structure R and the roof rail 102 .
- the roof rail 102 may have a recess or undercut 102 a .
- Fastening structure associated with the carrier system being used such as a bike carrier or a ski rack, may positively or frictionally engage the undercut 102 a , so the carrier system is securely connected to the roof rail 102 during operation of the vehicle.
- a base 112 of the roof rail 102 is provided with openings 112 a , which will be described in greater detail hereinafter in connection with other features of the fastener assembly FA 1 .
- the roof rail 102 forms an elongated profile that spans a major portion of the longitudinal length of the vehicle roof R, then along its length the roof rail 102 may have several spaced apart openings 112 a provided for accommodating a corresponding number of fastening assemblies FA 1 . This will enable the roof rail 102 to be secured to the sheet metal layer 100 of the roof R at several points over its entire length.
- the compressible seal 111 can be arranged between the base 112 of the roof rail 102 and the outside 6 of the body outer panel 1 .
- the body structure 103 may be a welded or brazed section of sheet metal with correspondingly high strength.
- the distance A between the outer sheet metal body structure 100 and the body structure 103 is not always precisely the same, but has some variation due to manufacturing tolerances for the roof R itself. Therefore, in the anchoring of the roof rail 102 to the portions 100 and 103 of the roof R, some form of tolerance compensation is needed.
- the fastener assembly FA 1 accomplishes such a tolerance compensation in a technically unique and efficient manner.
- the fastener assembly FA 1 is shown in an intermediate stage of assembly on the roof structure R.
- FIG. 7 shows the fastener assembly FA 1 after completion of assembly to the roof structure R.
- the fastener assembly FA 1 may be comprised of a two-part threaded member assembly 104 , a sleeve 107 , and a bolt 108 .
- a threaded nut 114 may be fastened by screwing the nut 114 on the end 110 of the bolt 108 .
- the threaded member 104 has two main longitudinal sections 104 a and 104 b .
- section 104 b engages section 104 a , wherein section 104 a forms a rotationally fixed threaded element disposed within an interior portion of the roof rail 102 .
- Portion 121 represents a threaded connecting area between the sections 104 a and 104 b , which together form a functional cooperating assembly.
- a second section 105 of section 104 b extends below the outer metal layer 100 of the roof structure R. Between the threaded section 121 and section 105 is formed a flange 115 , which extends radially outward from the section 105 .
- the flange 115 is disposed between the base 112 and the metal layer 100 of the roof structure R.
- the section 105 extends through the outer metal layer 100 and through an opening 113 in the outer metal layer 100 .
- the opening 113 is coaxially aligned with an opening 113 a provided in the body structure 103 .
- the section 104 a is not able to rotate within the interior area of the roof rail 102 . This is achieved by a border of the section 104 a resting against, or closely adjacent to, an immediately adjacent inner wall of an internal channel within the roof rail 102 . Therefore, the section 104 a cannot move rotationally while the section 104 b is being threaded into the threaded connection 121 of the section 104 a.
- the threaded member 4 may have a one piece configuration, and it may be screwed directly into a threaded recess, threaded bore or threaded boss, inside an interior channel portion of the roof rail 102 .
- the threaded recess, bore or boss may be integrally formed with the material of the roof rail 102 .
- the threaded member assembly 104 has section 104 b formed with a centrally located through opening 128 that extends through an entire length of the section 104 b , thus enabling the section 104 b to take on the configuration of a sleeve.
- the opening 128 is configured on at least a portion of its length with an internal thread 129 which engages a threaded portion 130 on an outer surface of a portion of the sleeve 107 .
- Female threaded portion 129 and male threaded portion 130 thus form a common thread connecting section 131 .
- the bolt 108 passes through the threaded member assembly 104 and the sleeve 107 .
- the bolt 108 projects with its end 110 facing away from the roof rail 102 and through the opening 113 a of the body structure 103 .
- End 110 of the bolt 108 is provided with a relatively short threaded section 133 onto which the nut 114 may be screwed onto. After assembly, as shown in FIG. 7 , the threaded nut 114 is supported on the bolt end 110 against an inside surface of the rigid body structure 103 .
- the sleeve 107 has a longitudinal section with the external thread 130 and a radially enlarged flange 135 .
- a surface portion of the enlarged flange 135 forms a support surface 136 which is positioned against an inner wall surface of the rigid body structure 103 when the sleeve is tightly secured within the roof structure R.
- FIG. 5 shows the start of the assembly sequence.
- the roof rail 102 is first positioned over the opening 113 .
- the assembly comprising the threaded sleeve 107 , fastener member assembly 104 , and the bolt 108 screwed at least partially into section 104 a , is extended through the opening 113 in the metal roof layer 100 .
- the bolt 108 projects through the hole 113 a and the section 104 b projects such that portion 105 is disposed below the metal layer 100 .
- the radial flange 115 will be resting on the gasket 111 .
- this fastener assembly FA 1 is achieved by the use of a sleeve 150 having resilient, radially extending elements 155 , which extend radially outwardly from the sleeve 150 .
- the sleeve 150 and its radially extending elements 155 will provide sufficient holding force to prevent the fastener assembly FA 1 from falling out of the opening 113 in the event of tilting of the metal surface layer 100 .
- the further assembly steps can be performed separately and subsequently, which significantly simplifies the installation process considerably.
- the sleeve 150 is integrally composed of two longitudinal sections.
- the first longitudinal section is subdivided by longitudinal slits that form the radially extending, resilient elements 155 , which extend radially from the section 5 of the assembly 104 .
- restricted areas 156 are formed which are directed against the inside of opening 113 to effect a holding force.
- a symmetrical, spring-like behavior is achieved by the resilient elements 155 because of their uniform circumferential arrangement around the sleeve 150 .
- the sleeve 150 itself may be made of resilient material, and more preferably from a suitably strong yet resilient plastic.
- the sleeve 150 extends below the metal layer 100 but still has a clearance from the rigid body structure 103 , and does not extend through the opening 113 a of the rigid body structure 103 .
- the bolt 108 is able to extend through the opening 113 a in the rigid body structure 103 .
- the restricted areas 156 of the resilient elements 155 function as locking surfaces by acting as “ramps” as the sleeve 150 is pushed through the opening 113 in the metal layer 100 .
- a slight deformation of the resilient elements 155 may occur as the sleeve is being inserted through the opening 113 , after which the elements 155 re-assume their initial configuration and then portions 156 of the elements 155 exert a strong tensile force against an inner surface of the metal layer 100 around the perimeter of the opening 113 .
- the sleeve 150 On its lower longitudinal section, the sleeve 150 has a closed range, meaning that the sleeve 150 is fixed against axial movement along the section 105 of the section 104 b.
- the resilient elements 155 When securing the fastener assembly FA 1 to the roof structure R, the resilient elements 155 are pressed or flexed (i.e. slightly deformed) when passing through the opening 113 so that they deflect radially inward. When the position is reached after FIG. 1 , the resilient elements 155 automatically revert back to their shapes, which cause the restricted areas (i.e., portions) 156 to engage around the perimeter of the opening 113 . In effect there is a compression of the gasket 111 as the roof rail 102 is drawn to the outer metal layer 100 of the roof structure R.
- the nut 114 is then placed onto the end 110 of the bolt 108 .
- the nut 114 is then turned until the upper end of the thread 133 prevents further rotation of the nut 114 on end 110 of the bolt 108 . After this point is reached, then further turning of the nut 114 causes a concurrent rotation of the 108 .
- bolt 108 is screwed into a threaded section 144 of the section 104 a .
- a catch 140 Inside of the sleeve 107 is a catch 140 disposed within a recess 107 a in head portion 135 .
- An inner edge of a hole 140 a in the catch 140 is disposed radially against a cylindrical wall section 141 of the bolt 108 .
- the catch 140 works with a limited transferable torque, i.e., as the bolt 108 starts to rotate, such rotation causes a corresponding rotation of the catch 140 . It will be appreciated that the limited transferable torque is selected according to the specific application.
- the torque is selected to enable the catch 140 to effectively frictionally “stick” to the shaft of the bolt 108 as the shaft begins turning during the assembly process, but then as contact of support surface 136 is made with the rigid body structure 103 , the torque can be overcome by the continued application of torque to the nut 114 .
- This transferable torque to the catch 140 is limited based on various factors including pressing force of the sleeve 107 and/or on the bolt 108 .
- the result is a transferable friction moment in the circumferential direction, with the friction moment being limited in part based on the contact pressure and also on materials being used.
- the catch 140 may be designed as a frictional element adapted to be limited to a specific rotational torque, which when exceeded allows the catch 140 to rotate relative to the bolt 108 .
- the catch 140 may be disc shaped or may take any other and made from any suitable material, for example metal, rubber, etc., that provides a desired degree of friction between it and the outer surface of the bolt 108 .
- the catch 140 may be formed as a disc or in any other suitable shape, but it is necessary that the catch 140 is not able to rotate within the recess 107 a as the bolt 108 is turned.
- the recess 107 a and catch 140 both can be shaped, for example, with a square, rectangular, triangular, hexagonal, pentagonal or oval shape. Basically any shape that “keys” the catch 140 to the recess 107 a may be used.
- the dimensions of the recess 107 a and the catch 140 may be selected to enable the catch 140 to simply be press fit into the recess 107 a so that it is held therein preferably without any external fastening implements or adhesives.
- the threaded connection 131 between the sleeve 107 and the threaded section 104 b is opposite to the threaded connection made between end 145 of the bolt 108 and threaded section 144 of the section 104 a .
- the threaded connection between the sleeve 107 and the section 104 b is also opposite to the threaded connection made between the threaded section 133 of the bolt 108 and the threaded inside surface of the nut 114 .
- the threaded connection 131 needs to be a right hand thread, in order to enable the sleeve 107 to be moved from the section 104 b downwardly in the drawings of FIG. 2 and FIG. 3 .
- the nut 114 can be mounted on the end 110 of the bolt 108 and then rotated. It will rotate onto the short threaded section 133 of the bolt 108 . When it reaches the end of the threaded section 133 the nut 114 will no longer be able to rotate relative to the bolt 108 , and further rotational torque on the nut 114 will cause a corresponding rotational movement of the entire bolt 108 . As the bolt 108 begins to rotate, this causes rotation of the catch 140 which is entrained by friction on the bolt 108 .
- Rotation of the catch 140 along with the bolt 108 causes the sleeve 107 to be unscrewed from the section 104 b of the sleeve member assembly 104 (i.e., downwardly in the drawing of FIG. 2 ).
- the sleeve 107 is screwed out from the section 104 b due to the opposing threaded connection 131 from inside portion 105 of the section 104 b .
- This unscrewing is stopped just shortly after the sleeve 107 makes initial contact with the supporting inner surface 136 of the rigid body structure 103 . At this point the sleeve 107 will be applying pressure against the inside surface of the rigid body structure 103 .
- this clamping action is achieved without causing compression forces between the outer metal layer 100 and the rigid body structure 103 , which would reduce the distance “A” and thus potentially cause a deformation of the metal layer 100 , and thus an undesirable aesthetic concave surface area in the outer metal layer 100 to be produced around the fastener assembly FA 1 .
- the fastener assembly FA 1 provides a significant assembly advantage in that only a few operational steps are required to attach the fastener assembly FA 1 to the roof structure R. After the pre-positioning of the fastener assembly FA 1 , the installer only needs to thread the nut 114 onto the end 110 of the bolt 108 , and then begin driving the nut 114 with a suitable tool. Thus, it will be appreciated that no tool is required at end 145 of the bolt 108 . As such, the fastening can be accomplished by a single worker working from one side (i.e., the side area) of the vehicle roof structure R.
- FIGS. 8 to 13 still another fastener assembly FA 2 in accordance with another embodiment of the present disclosure is shown.
- the system of threaded sleeves running counter to one another is drawn upon and extended to the effect that angular tolerances can be compensated via spherical washers, spherical surfaces (angular compensation in two planes), or for profiles also via linear circular surfaces (angular compensation in only one plane).
- Such elements find application both for complex formed parts such as, for example, die-cast components ( FIGS. 8 and 9 ) and for reformed hollow roof rails ( FIGS. 10 and 11 ).
- a roof rail 200 is shown forming a support rail or slat, which is somewhat similar to roof rail 102 .
- the roof rail 200 can also be viewed more broadly as an “add-on part”. Roof rail 200 , however, includes a base portion 202 having a conically shaped bore 204 and a spherically or convexly shaped bottom wall surface 206 .
- the base portion 202 also includes a depending portion 208 having a concave shaped surface 210 .
- a bolt 212 includes an upper end 214 having a threaded portion 216 .
- the threaded portion 216 is threadably engaged with a threaded opening 218 in a washer-like component 220 .
- the washer-like component 220 has a spherically shaped or concave surface 222 generally matching the shape of the convexly shaped bottom wall surface 206 .
- the convexly shaped bottom wall surface 206 and the washer-like component 220 cooperatively form a ball and socket type configuration providing a degree of adjustable positioning of the bolt 212 in two planes.
- the fastener assembly FA 2 also includes counter-rotating securing assembly 224 made up of portion 226 and portion 228 .
- Portion 228 includes a spherically or convexly shaped surface 230 which engages with the concave surface 210 in the depending portion 208 , again in a generally ball-and-socket type configuration. This permits the entire portion 228 to move in two different perpendicular planes along with the bolt 212 .
- Portions 226 and 228 are formed with, for example, left hand threads, like threaded sections 130 and 131 in the embodiment of FIG.
- fastener assembly FA 2 is otherwise identical to that described for fastener assembly FA 1 .
- FIG. 9 shows the bolt 212 positioned off of the axial center of the bore 204 , which enables the profile 200 to be securely fastened flush against a sheet metal layer 236 , which may be not be perfectly parallel to a rigid body structure 238 , or where the base portion 202 has a configuration that would otherwise cause the bottom wall surface 206 to be disposed non-parallel to the sheet metal layer 236 .
- FIGS. 10-11 show a one piece formed roof rail 300 , such as by extrusion, incorporating the fastener assembly FA 2 .
- FIGS. 12 and 13 show a profile 400 of slightly different configuration again employing the fastener assembly FA 2 , and also with the fastener assembly FA 2 being employed on the outside of the vehicle (i.e., on the outside of the sheet metal layer 236 ).
- FIGS. 8-13 enable a degree of adjustability in the positioning of the roof rail 200 , 300 or 400 relative to the bolt 212 , and thus permit a degree of compensation for angular tolerances and slight axial misalignments between the openings in the sheet metal layer 236 and the rigid metal layer 238 .
- the linear circular surfaces represented enable the roof rail 200 , 300 or 400 to orient itself on the surface of the outer metal surface 236 of a vehicle roof while the fastener assembly FA 2 aligns itself on the vehicle roof structure. This process may occur automatically as the fastener assembly FA 2 is secured to the roof structure of the vehicle.
Abstract
Description
- The invention relates to vehicle article carriers, and more particularly to an add-on component, such as a roof rail of a vehicle article carrier assembly, having a fastener assembly for fastening the support rail to an automotive body outer skin of a vehicle roof, and where the fastener assembly has a construction enabling it to accommodate tolerances in the structure making up the vehicle roof.
- With many vehicle roofs on present day automotive vehicles, an outer metallic skin of the roof structure is too thin to offer adequate stability for fastening add-on components such as a roof rail, sometimes referred to as a “profile”, which will be required to support the loads associated with articles being transported on the roof rail. As a result, such add-on parts as roof rails are preferably mounted in areas of the roof structure where underlying reinforcing body structures such as frames, roof flanges or bars are located. The roof rails are supported on the outer body sheet metal on the outside but are anchored on the rigid body structure situated beneath it. However, due to manufacturing tolerances, the distance between the outer skin of the vehicle roof and the underlying structure which is situated further toward the inside of the vehicle, but which needs to be attached to in order to securely affix the roof rail to the outer body surface, is subject to dimensional fluctuations.
- Fastening arrangements such as those disclosed in EP 0 950 569 B1 and
EP 1 705 066 B1, which can compensate for certain tolerances in the distance between the outer skin and the structure arranged further toward the inside of the vehicle, are thus already known. For reliable fastening of the roof rail, the roof rail may be provided with a retaining foot, which can be passed through a mounting opening in the outer skin of the roof and is then attached to the body structure from the inside of the vehicle with the help of clamping means. A bolt having a screw can be used to act on a spreading sleeve in the retaining foot, and thus this arrangement may be used to compensate for the spacing tolerances between the outer skin and the underlying body structure. - With the fastening arrangement according to EP 0 950 569 B1, the add-on part (e.g., roof rail) is supported on the automotive body outer skin without prestress due to its construction unless the add-on part is acted upon by a prestressing force during the tightening of the screw connection from above, i.e., manually. However, this makes the assembly process more difficult because at the same time a pressure must be exerted from the outside onto the add-on part while the screw connection must be tightened from the inside. Therefore, two people must work together in practice to accomplish this assembly, one person applying a force to a portion of the add-on part from the outside while a person on the inside of the vehicle tightens the screw that clamps the add-on part to the vehicle roof.
- However, the fastening arrangement according to
EP 1 705 066 B1 is designed so that it can be mounted by one person alone while achieving a prestress of the add-on part against the vehicle body outer sheet metal. For this purpose, the end of the bolt on the outer end of the body end is designed as an enlarged retaining head which stretches a spring element between itself and the retaining foot. When the bolt is tightened, the spring element is compressed, with the result being a prestressing force of the add-on part on the outer skin of the vehicle. The prestress is an advantage, but the size of the stress depends to a great extent on the distance between the outer skin of the vehicle body and the body structure arranged between it. The greater this distance, the greater also the pressure of the add-on part on the outside of the vehicle body after assembly. An excessive pressure of the add-on part on the outer metal roof surface can cause a slight concave depression to become visible in the roof when the attachment is effected, and such a condition is highly undesirable from an aesthetic viewpoint. - Thus, one important consideration, which the present invention meets, is therefore to permit prestressing of the add-on part (roof rail) against the outside surface of the vehicle roof independently of the dimensional tolerances in the roof structure, while also permitting simple and convenient assembly operation to be carried out by a single individual.
- This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features.
- In one aspect the present disclosure relates to a vehicle article carrier system. The vehicle article carrier system may comprise a roof rail adapted to be fastened to an outer body surface of a vehicle roof, wherein the outer body surface has an outer layer and an additional structural layer disposed elevationally below the outer layer. The roof rail may include a fastening assembly. The fastening assembly may include a bolt and a subassembly for cooperating with the bolt. The subassembly may include an element frictionally engaged with the bolt and able to move frictionally along a length of the bolt during a first predetermined degree of rotational movement of the bolt. This permits a degree of spacing between the outer layer and the additional structural layer to be taken up before the fastening assembly effects a clamping action. A component may be included which is adapted to move linearly along the bolt toward the additional structural layer during the first predetermined degree of rotational movement of the bolt, and also during a subsequent second predetermined degree of rotational movement of the bolt. During the second predetermined degree of rotational movement the bolt causes the component to be brought into contact with the additional structural layer to assist in generating the clamping action which clamps the roof rail to the vehicle roof.
- In another aspect the present disclosure relates to a vehicle article carrier system. The system may comprise a roof rail adapted to be fastened to an outer body surface of a vehicle roof. The automotive body surface may have a recessed automotive body structure formed therein. The roof rail may include a retaining foot shaped to project into the recessed automotive body structure. The retaining foot may include a cavity in communication with a bore. A fastening assembly may be included which has a bolt that is dimensioned to project through the bore and through a hole in a wall portion of the recessed automotive body structure. The bolt and the retaining foot may include first cooperating structure to prevent the bolt from turning within the bore while still allowing the bolt to be moved axially within the bore. A spreader sleeve may be included and, configured to fit over a portion of the bolt. The bolt and the spreader sleeve may include second cooperative structure to cause the spreader sleeve to be expanded into frictional engagement within the cavity as the bolt is moved axially through the bore and the hole. A fastening element may be adapted to engage a first end of the bolt that causes axial movement of the bolt through the hole as, the fastening element is turned. A resistive element may be included which is adapted to frictionally engage with a second end of the bolt as the bolt is moved axially through the hole. The frictional engagement provides a generally constant resistive force as the bolt is axially moved through the hole and causes tightening of the roof rail against the outer body surface of the vehicle. The constant force remains constant regardless of spacing variations between the outer body surface and the wall portion of the recessed automotive body structure.
- In another aspect the present disclosure relates to a vehicle article carrier system adapted to support articles above an outer body surface of a vehicle, wherein the outer body surface has at least one recessed automotive body structure formed therein. The system may include a pair of elongated roof rails adapted to be positioned adjacent the outer body surface of the vehicle, with at least one of the roof rails adapted to be positioned over the recessed automotive body structure when secured to the outer body surface. One of the roof rails may include a retaining foot shaped to project into the recessed automotive body structure. The retaining foot may include a cavity in communication with a bore. A fastening assembly may be provided which has a bolt, and the bolt may be dimensioned to project through the bore, through the cavity and through a hole in a wall portion of the recessed automotive body structure. The bolt and the retaining foot may include structure to prevent the bolt from turning within the bore while still allowing the bolt to be moved axially within the bore. A fastening element adapted to engage a first end of the bolt is used that causes axial movement of the bolt through the hole as the fastening element is turned. A washer having a hole is also incorporated, where the hole in the washer may be dimensioned such that the washer forms a resistive element when slid over a second end of the bolt, and such that the washer frictionally engages with the second end of the bolt as the bolt is moved axially through the hole. The frictional engagement provides a generally constant resistive force as the bolt is axially moved through the hole and causes tightening of the support rail against the outer body surface of the vehicle. The constant resistive force remains constant regardless of spacing variations between the outer body surface and the wall portion of the recessed automotive body structure.
- In still another aspect the present disclosure relates to a vehicle article carrier system. The system may comprise a pair of roof rails adapted to be secured to an outer body surface of a vehicle roof, wherein the outer body surface has at least one recessed automotive body structure formed therein, with one of the roof rails adapted to be secured over the recessed automotive body structure. A plurality of fastening assemblies may be included along the length of the one roof rail. Each fastening assembly may include a retaining foot associated with the one of the roof rails which is shaped to project into the recessed automotive body structure. The retaining foot may include a cavity in communication with a bore. A bolt dimensioned to project through the bore and through a hole in a wall portion of the recessed automotive body structure may be included. The bolt and the retaining foot may include first cooperating structure to prevent the bolt from turning within the bore while still allowing the bolt to be moved axially within the bore. A spreader sleeve is may be included which is configured to fit over a portion of the bolt. The bolt and the spreader sleeve may include second cooperative structure to cause the spreader sleeve to be expanded into frictional engagement with the cavity as the bolt is moved axially through the bore and the hole. A fastening element may be included which is adapted to engage a first end of the bolt that causes axial movement of the bolt through the hole as the fastening element is turned. A resistive element may be included which is adapted to frictionally engage with a second end of the bolt as the bolt is moved axially through the hole. The frictional engagement may provide a generally constant resistive force as the bolt is axially moved through the hole and causes tightening of the roof rail against the outer body surface of the vehicle. The constant force remains constant regardless of spacing variations between the outer body surface and the wall portion of the recessed automotive body structure. The roof rail and its fastener assembly enables a single individual to tighten and secure the roof rail to the outer body surface of the vehicle by only tightening the fastening element.
- Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.
- Exemplary embodiments of fastening arrangements for add-on parts are described below on the basis of the respective drawings, in which:
-
FIG. 1 shows a perspective view of a vehicle roof of a passenger vehicle with two add-on parts attached thereto, each in the form of a roof railing; -
FIG. 2 a shows a section through the vehicle body in the area of the add-on part including a device for fastening the add-on part, such that the objects are shown after preassembly but before the final fastening; -
FIG. 2 b shows a section according toFIG. 2 a after the end of assembly; -
FIG. 3 shows a second embodiment of the fastening device; -
FIG. 4 shows a third embodiment of the fastening device; -
FIG. 5 shows a fastener assembly “FA1” in accordance with another embodiment of the present disclosure, wherein the embodiment FA1 is illustrated in cross section relative to the outer body vehicle body surface; -
FIG. 6 shows the fastener assembly FA1 in an intermediate stage of assembly after screwing a nut on a bolt of the assembly FA1; -
FIG. 7 shows the fastener assembly FA1 in a final stage of assembly secured to the vehicle roof; -
FIGS. 8-13 show a fastener assembly FA2 in accordance with another embodiment of the present disclosure, wherein the fastener assembly FA2 allows a degree of axial misalignment between the holes in the metallic outer layer and the underlying rigid body structure of the roof structure that the profile is attached to. - Example embodiments will now be described more fully with reference to the accompanying drawings.
-
FIG. 1 shows the vehicle roof of a passenger vehicle with two roof rails (also known as profiles or support rails) positioned on a metal outer surface of a vehicle roof, with each running in the longitudinal direction of the vehicle. The roof rails 2 are supported on theouter sheet metal 1 of the vehicle roof on supporting feet typically at two or three locations and run at a certain distance from the outer sheet metal outside of these supporting feet. In the embodiment described here, the roof rails 2 are each positioned on a gasket which is sandwiched between the underside of its associatedroof rail 2 and theouter sheet metal 1 of the vehicle body. - To attach functional elements, e.g., a roof luggage rack, a ski rack, a bicycle rack, etc., on the roof rails 2, the roof rails may be provided with undercuts or indentations in which the restraining elements of the respective carrier system engage in a form-fitting or frictionally engaged manner.
-
FIG. 2 a andFIG. 2 b show a portion of theroof rail 2 in a section across the longitudinal direction of the vehicle. Several of the fastening assemblies FA of the present disclosure described herein are preferably provided over the entire length of theroof rail 2 for fastening to the automotive body roof structure. This positions the roof rail in a defined relationship to theexterior sheet metal 1 of the automotive body over its entire length. Aflat gasket 11, preferably made of a flexible material, i.e., a material which will compress under pressure, is arranged between the base 12 of theroof rail 2 and theexterior side 6 of theexterior sheet metal 1 of the automotive body. - For anchoring the
roof rail 2 on the automotive body, the thin-walledexterior sheet metal 1 used as well as the increased stiffness of anautomotive body structure 3 which is beneath theexterior sheet metal 1 at a distance A. Theautomotive body structure 3 is often a welded section with a suitably high strength. The distance A between theexterior sheet metal 1 and theautomotive body structure 3, however, is generally not exactly the same from one vehicle to the next due to manufacturing tolerances and variations, but instead is subject to certain fluctuations. Tolerance compensation is therefore necessary in anchoring theroof rail 2 on theautomotive body structure 3. The arrangement described below is capable of such a tolerance equalization in a manner that is simple and convenient from the standpoint of assembly technology. - The fastening system “FA” shown in
FIG. 2 a, makes use of a depending retainingfoot 5 which in this example is an integrally formed portion of theroof rail 2. The fastening system FA, after preliminary positioning, and inFIG. 2 b after the end of assembly work, is comprised of aclamping element 7 designed as a spreading sleeve, abolt 8 and anut 14, which can be screwed on to thebolt 8, optionally with awasher 14 a. In the embodiment described here, the retainingfoot 5 is an integral part of theroof rail 2. However, the retainingfoot 5 may also be designed as a separate component which is first attached to a portion of theroof rail 2 in a suitable manner, e.g., by a screw connection of the retainingfoot 5 with theroof rail 2 which is designed in the manner of a section. Furthermore, several of the fastening systems FA described herein, preferably three to five such spaced apart fastening systems FA, may be provided on theroof rail 2 over its total length. - The retaining
foot 5 of theroof rail 2 protrudes through an opening 13 present in the automotive bodyouter skin 1. Anopening 13 a in thevehicle body structure 3 is coaxial with this opening 13, i.e., aligned with it. Acavity 28, which is designed in part as a borehole and in part as an internal rectangle, is situated in the preferably cylindrical retainingfoot 5. Thecavity 28 of thevehicle body structure 3, facing the latter, may be designed as acylindrical borehole 29. Thecavity 28 including itssquare section 28 a and the borehole 29 are aligned with one another and here jointly form a continuous opening through which the retainingfoot 5 is designed with a bushing shape on the whole. The diameter of thecylindrical borehole 29 is larger than the transverse measure in the area of thesquare section 28 a, thus forming astep 30 at the transition from the borehole 29 to thesquare section 28 a. - The clamping
element 7, which is designed as a spreading sleeve, is inserted into theborehole 29. Theelongated bolt 8 passes through the clampingelement 7. The bolt reaches through the opening 13 a in thevehicle body structure 3 at its end facing away from the add-onpart 2. At this end, which is situated in the vehicle interior, thebolt 8 is provided with athread 33 onto which a threadednut 14 can be screwed. After the conclusion of assembly, as shown inFIG. 2 b, the threadednut 14 is supported against the stablevehicle body structure 3 from the inside of the vehicle with awasher 14 a there between. - The
bolt 8, which serves as a tension element, is arranged in the retainingfoot 5 to be axially movable but not twisted. To this end thebolt 8 is provided with a corresponding square 8 a on its longitudinal section passing through thesquare section 28 a, so that thebolt 8 is secured against rotation in thecavity 28 of the retainingfoot 5 but is still movable in the longitudinal direction. Instead of the square twist-proof design described here, differently designed twist-proofing may also be implemented, for example, a triangular or hexagonal shape or a polygon. - The spreading
sleeve 7 has a bushing or sleeve-shaped longitudinal section as well as, outside of the retainingfoot 5, aflange 35 which enlarges radially. The spreadingsleeve 7 includes a plurality of individual spreading segments separated by longitudinal slots. To achieve a widening effect as required for spreading, the outside of thebolt 8 and the inside wall of the spreadingsleeve 7 may both have mutually corresponding conical surfaces. Depending on the design, it is also possible to provide a cone only on the circumference of thebolt 8 or only on the inside of the spreadingsleeve 7. - Based on the
conicity 37 at the contact surfaces of thebolt 8 and the spreadingsleeve 7, there is a radial expansion of the segments of the spreadingsleeve 7 when there is tension on thebolt 8 in combination with a relative axial movement between thebolt 8 and the spreadingsleeve 7. This causes the segments to be pressed against theborehole 29. To achieve a compensation of tolerance which is great enough for distances “A” which fluctuate due to the manufacturing tolerances, the length of theborehole 29 is greater than the length of the contact section on which theclamping element 7, which has been spread apart, is pressed against the wall of theborehole 29. -
FIG. 2 a shows an intermediate stage of assembly, in which the modular unit consisting of theroof rail 2 with the peg-shaped, depending retainingfoot 5 designed thereon, the spreadingsleeve 7 and thebolt 8 have been pushed from the exterior of the vehicle through the opening 13 in theouter skin 1 until the add-onpart 2 is resting against theoutside 6 of the automotive bodyouter skin 1 with thegasket 11 in between. In the intermediate state shown here, the spreadingsleeve 7 still sits loosely in theborehole 29. - For the final assembly of the fastening assembly FA, as shown in
FIG. 2 b, the threadednut 14 is placed on thethread 33 of the bolt, optionally with thewasher 14 a, and then tightened in place. Due to this tightening, first thebolt 8 and the spreadingsleeve 7 are moved jointly toward the interior of the vehicle until the clearance which still remains between the bottom of theflange 35 and the outside of thevehicle body structure 3 approaches zero. Only then does further tightening of the threadednut 14 result in an axial relative movement between thebolt 8 and the spreadingsleeve 7, so that thesleeve 7 is widened (i.e., radially expanded) in the area of thecone 37 and presses against thebore 29 from the inside with frictional engagement. Therefore, theroof rail 2 is anchored permanently with respect to theouter skin 1 and thevehicle body structure 3. - A two-sided
adhesive tape 40 may be provided between the end face of the peg-shaped section of the retainingfoot 5 and the top side of theflange 35. This may serve as a securing mechanism to prevent theclamping element 7 from falling out during preassembly, i.e., while passing the drill unit through the opening 13 in the outer skin. When tightening thebolt 8 by means of the threadednut 14, theadhesive tape 40 is loosened and is then no longer needed. - Outside of the vehicle, the
bolt 8 has a smooth longitudinal section L with a constant cross section as seen over the length. The longitudinal section L preferably has a cylindrical cross section but may also have a polygonal cross section such as theadjacent rectangle 8 a. Aresistance element 50 in the form of a flat washer or a metal clip, for example, which is supported against thelateral surface 51 of the longitudinal section L under pressure and thus with frictional engagement, sits on the longitudinal section L. The frictional engagement results in theresistance element 50 being displaceable only by applying an axial force along the longitudinal section L. In order for the size of this friction-induced axial force to be independent of distance, thelateral surface 51 of the longitudinal section L should be smooth and at any rate should not have any excessively great unevenness. - The importance of the
resistance element 50 can be seen inFIG. 2 b. Tightening the threadedknot 14 causes a tension Z to act on thebolt 8. At the same time, at the underside of theresistance element 50, it is in contact with asurface 55 facing toward the outside of the vehicle in the area of the retainingfoot 5. Any additional tension Z then causes an axial displacement of theresistance element 50 along the longitudinal section L. However, this displacement occurs against the definite frictional resistance between theresistance element 50 and thebolt 8, resulting in a prestress force F on the add-onpart 2, causing a pressure, which is not great pressure but is constant, of theroof rail 2 against theouter skin 1. Under this pressure, the elastic gasket may be slightly compressed. It is especially important that the pressure is independent of the individual mounting situation and in particular is independent of the respective specific distance “A” between theouter skin 1 and thevehicle body structure 3. Thus even if the distance A turns out smaller in one case and larger in another case due to fluctuations in the production technology (i.e., manufacturing tolerances), the pressure of the add-onpart 2 on theouter skin 1 is always the same. - In the second embodiment according to
FIG. 3 , aring 50′ sitting in a peripheral groove in thebolt 8, where it is secured axially, serves as aresistance element 50. The surrounding longitudinal section of theborehole 29 has a constant cross section, so that any relative axial movement between thebolt 8 and the borehole 29 in the retainingfoot 5 is associated with a defined frictional resistance, which is in turn not dependent on the distance. It is additionally advantageous if the ring-shapedresistance element 50 forms a ring gasket between thebolt 8 and the borehole 29 at the same time and thus prevents moisture and dirt from passing through. - The third exemplary embodiment according to
FIG. 4 represents a combination of the two preceding embodiments. Thering 50A sitting in a circumferential groove in thebolt 8 serves here primarily as a sealing function, but at the same time may also partially assume the function of a frictional resistance element. In addition, aresistance element 50B is arranged on the outer longitudinal section of thebolt 8 and is supported against thesurface 55 pointing toward the outside of the vehicle and sits on the longitudinal section L of thebolt 8 under a defined friction. Anotherring gasket 56 is situated at the bottom of a recess on the spreadingsleeve 7, thereby sealing thebolt 8 with respect to the spreadingsleeve 7. - Referring to
FIGS. 5-7 , another fastener assembly FA1 in accordance with the present disclosure is shown. The fastener assembly FA1 is designed as a portion of aroof rail 102 which is designed to be mounted externally on a vehicle body roof structure “R”. Such roof rails 102 are sometimes called “profiles” or “support rails” and are supported on an outersheet metal layer 100 of a vehicle roof. However, the profile may also be viewed, more broadly, simply as an “add on” component. Often aseal 111 is located on an outersheet metal layer 100 of the vehicle roof structure “R”, and underneath theroof rail 102 so as to be sandwiched between the roof structure R and theroof rail 102. - For enabling the securing of article supporting racks, ski racks, bicycle racks, etc., to the
roof rail 102, theroof rail 102 may have a recess or undercut 102 a. Fastening structure associated with the carrier system being used, such as a bike carrier or a ski rack, may positively or frictionally engage the undercut 102 a, so the carrier system is securely connected to theroof rail 102 during operation of the vehicle. - A
base 112 of theroof rail 102 is provided withopenings 112 a, which will be described in greater detail hereinafter in connection with other features of the fastener assembly FA1. If theroof rail 102 forms an elongated profile that spans a major portion of the longitudinal length of the vehicle roof R, then along its length theroof rail 102 may have several spaced apartopenings 112 a provided for accommodating a corresponding number of fastening assemblies FA1. This will enable theroof rail 102 to be secured to thesheet metal layer 100 of the roof R at several points over its entire length. As noted above, between the base 112 of theroof rail 102 and theoutside 6 of the bodyouter panel 1, thecompressible seal 111 can be arranged. - To anchor the
roof rail 102, not just the thin outersheet metal layer 100 is used, but also abody structure 103 that forms a stiff panel is used to effect the attachment. Thebody structure 103 also effectively forms a part of the roof structure R, and it is disposed below thesheet metal layer 100. Thebody structure 103 may be a welded or brazed section of sheet metal with correspondingly high strength. The distance A between the outer sheetmetal body structure 100 and thebody structure 103, however, is not always precisely the same, but has some variation due to manufacturing tolerances for the roof R itself. Therefore, in the anchoring of theroof rail 102 to theportions - In
FIG. 5 andFIG. 6 the fastener assembly FA1 is shown in an intermediate stage of assembly on the roof structure R.FIG. 7 shows the fastener assembly FA1 after completion of assembly to the roof structure R. Referring specifically toFIG. 7 , the fastener assembly FA1 may be comprised of a two-part threadedmember assembly 104, asleeve 107, and abolt 108. On a vehicle-inner end 110 of thebolt 108, a threadednut 114 may be fastened by screwing thenut 114 on theend 110 of thebolt 108. The threadedmember 104 has two mainlongitudinal sections section 104 b engagessection 104 a, whereinsection 104 a forms a rotationally fixed threaded element disposed within an interior portion of theroof rail 102.Portion 121 represents a threaded connecting area between thesections second section 105 ofsection 104 b extends below theouter metal layer 100 of the roof structure R. Between the threadedsection 121 andsection 105 is formed aflange 115, which extends radially outward from thesection 105. Theflange 115 is disposed between the base 112 and themetal layer 100 of the roof structure R. - After the installation on the vehicle roof structure R, the
section 105 extends through theouter metal layer 100 and through anopening 113 in theouter metal layer 100. Theopening 113 is coaxially aligned with anopening 113 a provided in thebody structure 103. - With the threaded
section 121, a tight connection is formed between thesection 104 a and thesection 104 b. Thesection 104 a rests with its bottom on thebase 112 of theroof rail 102. Thus, the threadedmember assembly 104 enables thebase 112 of theroof rail 102 to be tightly clamped to flange 115 of thesection 104 b. - As noted above, the
section 104 a is not able to rotate within the interior area of theroof rail 102. This is achieved by a border of thesection 104 a resting against, or closely adjacent to, an immediately adjacent inner wall of an internal channel within theroof rail 102. Therefore, thesection 104 a cannot move rotationally while thesection 104 b is being threaded into the threadedconnection 121 of thesection 104 a. - In an alternative implementation the threaded member 4 may have a one piece configuration, and it may be screwed directly into a threaded recess, threaded bore or threaded boss, inside an interior channel portion of the
roof rail 102. In this example the threaded recess, bore or boss may be integrally formed with the material of theroof rail 102. - The threaded
member assembly 104 hassection 104 b formed with a centrally located through opening 128 that extends through an entire length of thesection 104 b, thus enabling thesection 104 b to take on the configuration of a sleeve. Theopening 128 is configured on at least a portion of its length with an internal thread 129 which engages a threadedportion 130 on an outer surface of a portion of thesleeve 107. Female threaded portion 129 and male threadedportion 130 thus form a commonthread connecting section 131. - The
bolt 108 passes through the threadedmember assembly 104 and thesleeve 107. Thebolt 108 projects with itsend 110 facing away from theroof rail 102 and through the opening 113 a of thebody structure 103.End 110 of thebolt 108 is provided with a relatively short threadedsection 133 onto which thenut 114 may be screwed onto. After assembly, as shown inFIG. 7 , the threadednut 114 is supported on thebolt end 110 against an inside surface of therigid body structure 103. - The
sleeve 107 has a longitudinal section with theexternal thread 130 and a radiallyenlarged flange 135. A surface portion of theenlarged flange 135 forms asupport surface 136 which is positioned against an inner wall surface of therigid body structure 103 when the sleeve is tightly secured within the roof structure R. -
FIG. 5 shows the start of the assembly sequence. Theroof rail 102 is first positioned over theopening 113. The assembly comprising the threadedsleeve 107,fastener member assembly 104, and thebolt 108 screwed at least partially intosection 104 a, is extended through theopening 113 in themetal roof layer 100. Thebolt 108 projects through thehole 113 a and thesection 104 b projects such thatportion 105 is disposed below themetal layer 100. At this point theradial flange 115 will be resting on thegasket 111. At this stage a preliminary positioning and fixation of this fastener assembly FA1 is achieved by the use of asleeve 150 having resilient, radially extendingelements 155, which extend radially outwardly from thesleeve 150. In this way it is ensured that after the insertion of the fastener assembly FA1, thesleeve 150 and itsradially extending elements 155 will provide sufficient holding force to prevent the fastener assembly FA1 from falling out of theopening 113 in the event of tilting of themetal surface layer 100. The further assembly steps can be performed separately and subsequently, which significantly simplifies the installation process considerably. - The
sleeve 150 is integrally composed of two longitudinal sections. The first longitudinal section is subdivided by longitudinal slits that form the radially extending,resilient elements 155, which extend radially from thesection 5 of theassembly 104. On the outside of the radially extendingresilient elements 155, restrictedareas 156 are formed which are directed against the inside of opening 113 to effect a holding force. A symmetrical, spring-like behavior is achieved by theresilient elements 155 because of their uniform circumferential arrangement around thesleeve 150. Thesleeve 150 itself may be made of resilient material, and more preferably from a suitably strong yet resilient plastic. Thesleeve 150 extends below themetal layer 100 but still has a clearance from therigid body structure 103, and does not extend through the opening 113 a of therigid body structure 103. Thebolt 108, however, is able to extend through the opening 113 a in therigid body structure 103. - The restricted
areas 156 of theresilient elements 155 function as locking surfaces by acting as “ramps” as thesleeve 150 is pushed through theopening 113 in themetal layer 100. A slight deformation of theresilient elements 155 may occur as the sleeve is being inserted through theopening 113, after which theelements 155 re-assume their initial configuration and thenportions 156 of theelements 155 exert a strong tensile force against an inner surface of themetal layer 100 around the perimeter of theopening 113. On its lower longitudinal section, thesleeve 150 has a closed range, meaning that thesleeve 150 is fixed against axial movement along thesection 105 of thesection 104 b. - When securing the fastener assembly FA1 to the roof structure R, the
resilient elements 155 are pressed or flexed (i.e. slightly deformed) when passing through theopening 113 so that they deflect radially inward. When the position is reached afterFIG. 1 , theresilient elements 155 automatically revert back to their shapes, which cause the restricted areas (i.e., portions) 156 to engage around the perimeter of theopening 113. In effect there is a compression of thegasket 111 as theroof rail 102 is drawn to theouter metal layer 100 of the roof structure R. - As shown in
FIG. 6 , thenut 114 is then placed onto theend 110 of thebolt 108. Thenut 114 is then turned until the upper end of thethread 133 prevents further rotation of thenut 114 onend 110 of thebolt 108. After this point is reached, then further turning of thenut 114 causes a concurrent rotation of the 108. - At its
other end 145,bolt 108 is screwed into a threadedsection 144 of thesection 104 a. Inside of thesleeve 107 is acatch 140 disposed within arecess 107 a inhead portion 135. An inner edge of a hole 140 a in thecatch 140 is disposed radially against a cylindrical wall section 141 of thebolt 108. Thecatch 140 works with a limited transferable torque, i.e., as thebolt 108 starts to rotate, such rotation causes a corresponding rotation of thecatch 140. It will be appreciated that the limited transferable torque is selected according to the specific application. Put differently, the torque is selected to enable thecatch 140 to effectively frictionally “stick” to the shaft of thebolt 108 as the shaft begins turning during the assembly process, but then as contact ofsupport surface 136 is made with therigid body structure 103, the torque can be overcome by the continued application of torque to thenut 114. This transferable torque to thecatch 140 is limited based on various factors including pressing force of thesleeve 107 and/or on thebolt 108. The result is a transferable friction moment in the circumferential direction, with the friction moment being limited in part based on the contact pressure and also on materials being used. Thecatch 140 may be designed as a frictional element adapted to be limited to a specific rotational torque, which when exceeded allows thecatch 140 to rotate relative to thebolt 108. Thecatch 140 may be disc shaped or may take any other and made from any suitable material, for example metal, rubber, etc., that provides a desired degree of friction between it and the outer surface of thebolt 108. Thecatch 140 may be formed as a disc or in any other suitable shape, but it is necessary that thecatch 140 is not able to rotate within therecess 107 a as thebolt 108 is turned. As such, therecess 107 a and catch 140 both can be shaped, for example, with a square, rectangular, triangular, hexagonal, pentagonal or oval shape. Basically any shape that “keys” thecatch 140 to therecess 107 a may be used. The dimensions of therecess 107 a and thecatch 140 may be selected to enable thecatch 140 to simply be press fit into therecess 107 a so that it is held therein preferably without any external fastening implements or adhesives. - The threaded
connection 131 between thesleeve 107 and the threadedsection 104 b is opposite to the threaded connection made betweenend 145 of thebolt 108 and threadedsection 144 of thesection 104 a. The threaded connection between thesleeve 107 and thesection 104 b is also opposite to the threaded connection made between the threadedsection 133 of thebolt 108 and the threaded inside surface of thenut 114. Thus, when a right turn is performed at the thread 44 and thethread 133, to shorten the effective length of thebolt 108, as is usual with standard screws with a right-hand thread, then the threaded connection betweensurfaces bolt 108 causing thesleeve 107 to be rotated out of the threadedsection 104 a (downwardly inFIG. 2 ) towards therigid body structure 103. - However, if a left turn thread is used at the threaded
section 144 of thesection 104 a and at thethread 133, to shorten the effective length of thesleeve 107, then the threadedconnection 131 needs to be a right hand thread, in order to enable thesleeve 107 to be moved from thesection 104 b downwardly in the drawings ofFIG. 2 andFIG. 3 . - This opposition of the threaded
section 131/130 and 144/133 leads to the following effect. Thenut 114 can be mounted on theend 110 of thebolt 108 and then rotated. It will rotate onto the short threadedsection 133 of thebolt 108. When it reaches the end of the threadedsection 133 thenut 114 will no longer be able to rotate relative to thebolt 108, and further rotational torque on thenut 114 will cause a corresponding rotational movement of theentire bolt 108. As thebolt 108 begins to rotate, this causes rotation of thecatch 140 which is entrained by friction on thebolt 108. Rotation of thecatch 140 along with thebolt 108 causes thesleeve 107 to be unscrewed from thesection 104 b of the sleeve member assembly 104 (i.e., downwardly in the drawing ofFIG. 2 ). Thesleeve 107 is screwed out from thesection 104 b due to the opposing threadedconnection 131 frominside portion 105 of thesection 104 b. This unscrewing is stopped just shortly after thesleeve 107 makes initial contact with the supportinginner surface 136 of therigid body structure 103. At this point thesleeve 107 will be applying pressure against the inside surface of therigid body structure 103. After this point, further rotation of thebolt 108 only leads to shorten the effective length of thesleeve 107, causing a further tensioning of thesection 104 a onto thebottom wall 112 of theroof rail 102. This causes a corresponding tightening of the clamping of thebottom wall 112 of theroof rail 102 against theradial flange 115, thus securing theentire roof rail 102 securely against themetal layer 100 of the roof structure R. Advantageously, this clamping action is achieved without causing compression forces between theouter metal layer 100 and therigid body structure 103, which would reduce the distance “A” and thus potentially cause a deformation of themetal layer 100, and thus an undesirable aesthetic concave surface area in theouter metal layer 100 to be produced around the fastener assembly FA1. - The fastener assembly FA1 provides a significant assembly advantage in that only a few operational steps are required to attach the fastener assembly FA1 to the roof structure R. After the pre-positioning of the fastener assembly FA1, the installer only needs to thread the
nut 114 onto theend 110 of thebolt 108, and then begin driving thenut 114 with a suitable tool. Thus, it will be appreciated that no tool is required atend 145 of thebolt 108. As such, the fastening can be accomplished by a single worker working from one side (i.e., the side area) of the vehicle roof structure R. - Referring to
FIGS. 8 to 13 , still another fastener assembly FA2 in accordance with another embodiment of the present disclosure is shown. For this, the system of threaded sleeves running counter to one another is drawn upon and extended to the effect that angular tolerances can be compensated via spherical washers, spherical surfaces (angular compensation in two planes), or for profiles also via linear circular surfaces (angular compensation in only one plane). Such elements find application both for complex formed parts such as, for example, die-cast components (FIGS. 8 and 9 ) and for reformed hollow roof rails (FIGS. 10 and 11 ). InFIGS. 8 and 9 , aroof rail 200 is shown forming a support rail or slat, which is somewhat similar toroof rail 102. Theroof rail 200 can also be viewed more broadly as an “add-on part”.Roof rail 200, however, includes abase portion 202 having a conically shapedbore 204 and a spherically or convexly shapedbottom wall surface 206. Thebase portion 202 also includes a dependingportion 208 having a concave shapedsurface 210. Abolt 212 includes anupper end 214 having a threadedportion 216. The threadedportion 216 is threadably engaged with a threadedopening 218 in a washer-like component 220. The washer-like component 220 has a spherically shaped orconcave surface 222 generally matching the shape of the convexly shapedbottom wall surface 206. Thus, the convexly shapedbottom wall surface 206 and the washer-like component 220 cooperatively form a ball and socket type configuration providing a degree of adjustable positioning of thebolt 212 in two planes. - The fastener assembly FA2 also includes counter-rotating securing assembly 224 made up of portion 226 and
portion 228.Portion 228 includes a spherically or convexly shapedsurface 230 which engages with theconcave surface 210 in the dependingportion 208, again in a generally ball-and-socket type configuration. This permits theentire portion 228 to move in two different perpendicular planes along with thebolt 212.Portions 226 and 228 are formed with, for example, left hand threads, like threadedsections FIG. 7 , while anut 232 is threaded to alower portion 234 of thebolt 212 using right hand threads, like threadedsection 133 andnut 114 in the embodiment ofFIG. 7 . This enables the portion 226 to be threaded out from the portion 228 (i.e., downwardly in the drawing ofFIG. 8 ) as thebolt 212 is rotated in a right hand threading motion. Thus, the operation of fastener assembly FA2 is otherwise identical to that described for fastener assembly FA1. -
FIG. 9 shows thebolt 212 positioned off of the axial center of thebore 204, which enables theprofile 200 to be securely fastened flush against asheet metal layer 236, which may be not be perfectly parallel to arigid body structure 238, or where thebase portion 202 has a configuration that would otherwise cause thebottom wall surface 206 to be disposed non-parallel to thesheet metal layer 236. -
FIGS. 10-11 show a one piece formedroof rail 300, such as by extrusion, incorporating the fastener assembly FA2.FIGS. 12 and 13 show a profile 400 of slightly different configuration again employing the fastener assembly FA2, and also with the fastener assembly FA2 being employed on the outside of the vehicle (i.e., on the outside of the sheet metal layer 236). - Each of the embodiments of
FIGS. 8-13 enable a degree of adjustability in the positioning of theroof rail bolt 212, and thus permit a degree of compensation for angular tolerances and slight axial misalignments between the openings in thesheet metal layer 236 and therigid metal layer 238. The linear circular surfaces represented enable theroof rail outer metal surface 236 of a vehicle roof while the fastener assembly FA2 aligns itself on the vehicle roof structure. This process may occur automatically as the fastener assembly FA2 is secured to the roof structure of the vehicle. - The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.
Claims (22)
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US13/468,673 US8814014B2 (en) | 2012-05-10 | 2012-05-10 | Device for mounting attachment externally supporting against body outer panel of vehicle body on body structure |
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US13/468,673 Expired - Fee Related US8814014B2 (en) | 2012-05-10 | 2012-05-10 | Device for mounting attachment externally supporting against body outer panel of vehicle body on body structure |
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US8944736B2 (en) * | 2011-10-27 | 2015-02-03 | Böllhoff Verbindungstechnik GmbH | Fastening element with a tolerance-compensation function |
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